WLTP. DTP Definition Test Procedure Preliminary Draft Proposal

Transcription

1 WLTP DTP Definition Test Procedure Preliminary Draft Proposal OICA 1

2 Documents and Regulations US-EPA (2000 pages +) Code of Federal Regulation 40 Part 86 Control of Emissions form New and In-Use Highway Vehicles and Engines (includes 1065 for heavy duty procedure for PM) Compliance Guidance Letters Advisory Circulars SAE- und ASTM-standards NHTSA CAFE EPA Greenhouse Gas US California (1000 pages +) California Low-Emission Vehicle Regulations and Test Procedures (LEV II) Formal Regulatory Documents for LEV II Regulation. LEV III CARB Greenhouse Gas Manufacturer Advisory Correspondence SAE-standards Europa (app. 500 pages) ECE R-83 ECE-R-85 ECE R-101 ECE-R 24 EC 692 / 2008 Japan (app. 400 pages) Automobile Type Approval Handbook for Japanese Certification and included documents OICA 2

3 Approach to develop the OICA DTP draft proposal Data basis 1. step 2. step 3. step final step Regulations EU ECE Identification of relevant contents Comparison of contents Make a decision In this example the US regulation was chosen to derive the OICA draft proposal. Modification of contents => OICA DTP Draft Proposal US EPA CARB Japan OICA 3

4 Assumptions / basic principles for the proposal Focus on issues with high impact on CO 2 and emissions Physically reasonable results Tolerances adapted to technical progress Adapted to new cycle New vehicle technologies to be considered Experts from the industry are still studying the topics covered by the document, so further integrations/modifications will be provided in future. OICA 4

5 Table of contents Road load determination Inertia Classes for Light Duty Vehicles Select Shift / Multi Mode Vehicle Dyno Mode 2 WD / 4 WD testing requirements Electrical Accessories Tire Pressure Veh.Precon, Load Adjustment & Procedure Dyno Load Adjustment & Preconditioning Vehicle Soak Vehicle Cooling during Test Test Cycle Operation Precon for following tests Calculations Emission measurement Sampling gas analyzers particulate emission additional equipment data quality Bench ageing K i factors BEV, HEV and PHEV OICA 5

6 Road Load Determination General: Procedure is similar regulated in the US, EC/ECE and Japan Regulation. India follows EC/ECE. Possible solution : Use of ISO with amendments Offers different methods for road load determination (use of 2). Ambient conditions are somewhat stricter than ECE. Choice of tires to be determined. Wind allowance on test track should be constrained. Provisions for new technologies and new WLTP cycle to be amended. OICA 6

7 Road Load Determination Provisions for new technologies (BEV, HEV, PHEV) Vehicle coast down method: Transmission in neutral or disconnect power supply Considering of effective mass of all rotating components incl. electric machines Appropriate adjustments to avoid parasitic drags (e.g. brakes, electric machines) Alternatively using of torque measurement method OICA 7

8 Inertia Classes for Light Duty Vehicles Situation: Actual Regulations have inertia classes, however the weight definition and ranges are different. US: 1000 to 5500 lbs curb weight, steps lbs. ECE: 1000 to 5000 lbs rf mass, steps lbs. Japan: 1000 to unspec., steps lbs. Open Points: Inertia Classes 500 [5500 lbs], steps and upper limit, definition of weight to be defined. Harmonized reference vehicle weight: Unladen mass plus 25 kg. Unladen mass: Vehicle in running order, fuel tank 100 % Justification: Refined inertia classes enable more accurate CO 2 - Values. Effect of down-weighting would be better represented.. OICA 8

9 Mileage of homologation vehicles Min. Max. EU: 3K km (ECE-R83) 15K km (80/1268/EEC) USA: 2K resp. 4K miles 6,2 K miles ( ) ( ) 3,2K km resp. 6,4K km 10K km Japan: 3K km ( ) 15K km ( ) Draft Proposal combustion engine: min.: 3K km [electric vehicles: min.::3k km] max.: 15K km OICA 9

10 Select Shift / Multi - Mode General: The procedure which takes care of the different technical equipment of the vehicles such as transmission modes and select buttons (e.g. off road button, extended e-drive button,..) is regulated very similar in the US, ECE and Japan regulation. Corresponding regulations: US: CISD EC/ECE: 70/220/EEC, R83, R101 Japan: TRIAS OICA 10

11 Select Shift / Multi - Mode Strategy/ Premises of proposal: Testing results should represent the usage of the customer during the predominant usage of the car To consider new technologies Draft Proposal: Use of EC/ECE regulation The testing should be performed only in the default driving mode regarding the transmission possibilities. The default mode is the mode the vehicle starts with. All buttons must be deactivated with a new key ignition event on. Other modes could be certified on request of the manufacture. Emissions standards must be fulfilled in all modes. OICA 11

12 Vehicle Dyno Mode Situation: Due to new technical features and technical equipment of the test vehicles, the test car must be prepared in a way, that the test vehicle can be driven properly and representative on a dyno (e.g. 2 WD dyno) and the operation can take place under safe conditions for the operator. Therefore the hardware must be adopted (e.g. drive shaft) and the ABS/PSM system must be deactivated. Corresponding regulation: Topic is not addressed in the regulations Strategy/ Premises of proposal: - Safe operation of the test vehicle - easy handling/preparation of the test vehicle OICA 12

13 Vehicle Dyno Mode Draft Proposal: The vehicle dyno mode should be activated by using a manufacturer recommendation (e.g. using vehicle steering buttons in a special pressing order or by using the manufacturer work shop tester). The procedure must be very simple and safe for the user. Description of the dyno mode setting and the effects (eg turns off ABS ) should be clearly recorded in the vehicle test setup. OICA 13

14 2 WD / 4 WD testing requirements Situation: The regulation which describes how a test vehicle has to be tested on a dyno is very similar in the US/ECE/ Japan regulation. Corresponding regulations: US: Part 86 ( (i), (b)(8), (b)(8) ECE: 70/220/EEC, R83, R101 Japan: TRIAS 60, TRIAS 24 Strategy/ Premises of proposal: - definition of an appropriate/cost efficient testing procedure OICA 14

15 2 WD / 4WD testing requirements Draft Proposal: US regulation part 86 In addition: Ensure the possibility to test a 4 WD vehicle on a 2 WD dyno in the current regulation. OICA 15

16 Electrical Accessories Situation: New technologies required by regulations, like daytime running lamps must be considered during testing. Corresponding regulations: - US: Part 86 ( , , (c)(6) - EC/ECE: 70/220/EEC, R83, R101 - Japan: TRIAS 60, TRIAS 24 Strategy/ Premises of proposal: - The proposal should define a relevant list of electrical accessories, already considered by current regulations and deemed important for the good running conditions of the vehicles. - An harmonised approach is necessary and must still be solved. OICA 16

17 Tire Pressure Situation: The regulations which define the correct tire pressure which has to be used on a dyno are very similar in the US/ECE/Japan regulation Corresponding regulations: - US: Part 86 ( , , (c)(6) - ECE: 70/220/EEC, R83, R101 - Japan: TRIAS 60, TRIAS 24 Strategy/ Premises of proposal: To address/ define the same procedure of how to inflate the tires. OICA 17

18 Tire Pressure Draft Proposal: Basis is the EC/ECE regulation Modification: The manufacturer recommended tire pressure should be used. The pressure can be inflated up to 50 %. For the road load determination the manufacturer recommended tire pressure is used. Higher pressure tire on the dyno is used to minimize the deformation caused by the curvature of the dyno surface. The setting/checking of the dyno load is made with identical tire pressure. OICA 18

19 Veh.Precon, Load Adjustment & Procedure General: Procedures are similarly regulated in the US, ECE and Japan Regulation US: 40CFR part 86 ECE: R83/R101. EC 70/220 and 692/2008 (refers to ECE R83) Japan: Trias OICA 19

20 Veh.Precon, Load Adjustment & Procedure Strategy/Premises of proposal: Physically reasonable results Adapted to new cycle New technologies to be considered Draft Proposal: Use combined approach Use existing procedures and streamline elements by physically reasonable approaches OICA 20

21 Dyno Load Adjustment & Preconditioning Warm-up in Base Cycle (use correct inertia, estimated dyno load data) Load Adjustment for adjusted speed range (20 130) via: Coast down Torque Tolerances coast down times: 20 km/h: +/- 10%, Others: +/- 5% Alternative approach: used fixed load parameters Fuel Drain & Refill if required no further drains&refills (canister loading actions) within overall exhaust emission/fuel economy test procedure Precon: at least 1 Base Cycle or more, as requested by the car manufacturer OICA 21

22 Vehicle Soak Temperature soak area: (25 ± [2]) C Tolerance should be adapted to technical feasibility of the labs hrs natural soak with engine compartment closed or minimum 6 hrs accelerated cool down with open bonnet, appropriate use of cooling fan criterion for stabilization: oil temperature within ± 2 C of ambient temperature or with proof of technical service of oil temperature of representative engine group after 9 hrs (t.b.d.) HV battery: soak according to standard vehicle procedure HV Battery treatment according to ECE R 101 OICA 22

23 Vehicle Cooling during Test Variable speed fan Proportional to roller speed within operating range of 10km/h to at least 50 km/h Tolerance average fan speed vs roller speed: +/- 10km/h or +/-15%, whichever is larger minimum outlet area: 0.2 m 2 minimum width: 0.8 m Position: approx. 30cm of vehicle, adjust height and literal to meet vehicle air inlet position (grille position) to be operated with engine compartment closed additional fans on manufacturer s request if required for typical vehicle operation OICA 23

24 Test Cycle Operation Test (25 ± 2) C, abs. humidity g/kg Driving Cycle Tolerances: ± 1s and ± 2 mph draft proposal to be consolidated after official definition of the new basic cycle Following cycle curve with minimum deviation Smooth operation (avoid excessive acceleration/decelerations) Manual Transmission: follow shift indicator light (SIL) of vehicle if available, else: shift according to shift pattern derived from rated engine speed (A/C72A) shift according to fixed shifting points else. Semi-automatic transmission: use Manual Transmission procedure, or shift according to manufacturer s recommendation on special request, resp. OICA 24

25 Precon for following tests for Base cycle: precondition with base cycle (no load check / quick check after test cycle) for Supplemental cycles: precondition with Base cycle Any section of base cycle Supplemental cycle OICA 25

26 Calculations General: The exhaust emission calculation is in main topics quite similar regulated in the US, ECE and Japan regulation. The fuel consumption calculation is different. US: CFR and EC/ECE: Reg. R83 (Emission); R101 fuel consumption Japan: Trias OICA 26

27 Calculations Situation: All Regulations use the same method to determine the emission mass and fuel consumption (CVS-System and carbon balance) with slightly different parts in the equations. Draft Proposal: Follow calculations ECE R 83 (new) and ECE R101 based on the standard conditions US and Japan (20 C and 1013mbar) OICA 27

28 Calculations Exhaust emission Given exhaust component density Negative mass emissions set to zero for each phase (CVS-System) General formula for dilution factor (DF) for each reference fuel DF = C + X 4 ( C + C ) 2 10 CO HC CO where: C = concentration diluted exhaust component X = 100 x + y 2 x + 3,76 x + y 4 z 2 where: Fuel components as C x H y O z OICA 28

29 Calculations Summary of using EC/ECE Regulation: exhaust emission: Applicable to every known fuel type General formula for dilution factor (DF) for each reference fuel Including NO x humidity correction factor Including particle matter and number The standard condition 20 C reflects close to the test procedure temperature fuel consumption: Applicable to every possible carbon based fuel type OICA 29

30 Emission measurement - sampling prefer CVS concept over BMD or raw exhaust measurement CVS compatible with all vehicle types, fully applicable to electrified powertrains (no sampling shut off needed when ICE is stopped, no data connection between vehicle and sampling system required) CVS allows precise flow measurement due to static conditions, all other methods need to determine raw exhaust flow (pulsation, etc.) dilution and pneumatic integration offer best signal-to-noise ratio (required at very low emission levels) require remote mixing tee or short transfer lines to minimize aqueous condensation (especially when sampling particulates from gasoline engines) allow alternative tunnel design if turbulent flow and Reynolds number at the sample point is maintained (CVS = Constant Volume Sampling; BMD = Bag Mini Diluter) OICA 30

31 Emission measurement gas analyzers use existing analyzer specifications determine THC for diesel vehicles from bag samples, quit heated FID allow use of NDUV method for NOx determination allow use of alternative analytical methods, if specifications are met and equivalency proven (e.g. photoacoustic detectors, diode lasers) (FID = Flame Ionisation Detector; NDUV = Non Dispersive Ultra Violet) OICA 31

32 Emission measurement - particulate emission Particulate mass use of PM method as described in ECE R83, i.e. aim at optimized net filter load, no secondary dilution no backup filter keep sampling temperature at <52 C (filter face) 1µg balance, buoyancy correction weighing room specification 22 C ± 1 C, rel. humidity 45% ± 8% alternative Particulate number use of PN method as described in ECE R83 no sampling during regeneration large interferences by water, hydrocarbons and possibly other compounds that cannot be removed completely in evaporation tube OICA 32

33 Emission measurement additional equipment specification for 4x4 chassis dynamometers added (acc. EPA), quality of force and speed control important to simulate road conditions without creating losses in 4x4 powertrains allow use of twin-roller (permanently coupled) and single-roller configurations (d>= 500mm) OICA 33

34 Emission measurement data quality limit total system verification of CVS to ± 2% keep exhaust analysis procedure (zero/span/zero etc.) use calibration and span gas specifications of CFR part 86 use pure gas specifications of ECE R83 gases must be traceable to national standards use reference filter criteria as in ECE R83 (± 5µg to avg.) OICA 34

35 Bench ageing General: Bench ageing is a procedure for time lapsed ageing of exhaust systems to determine the deterioration factors (saving time). Bench ageing for gasoline vehicles uses same procedure in EC/ECE and US. Bench ageing for diesel currently defined in EC/ECE. Definition of durability run requirements: WLTP phase II OICA 35

36 Bench ageing Details: EC/ECE 692/2008 Annex 7 and US Federal Part have identical content. Full useful life has to be simulated (for EC: km, for US: miles = km) US: only for positive ignition, EC also for compression ignition Different bench cycles for gasoline and diesel engines Perform at least 2 emission tests with: new, stabilized exhaust system (3K to 10K km) aged system (after ageing procedure). Determination of deterioration factors (additive or multiplicative) OICA 36

37 Bench ageing Gasoline (1/2) Standard Road Cycle (SRC): Whole vehicle measurement Measure catalyst temperature at hottest catalyst Catalyst temperature must be measured during 2 SRCs Tabulate temperature histogram with temperature bins no larger than 25 C OICA 37

38 Bench ageing Gasoline (2/2) Standard Bench Cycle (SBC): Measurement on engine bench Catalyst temperature must be measured at least 20 min Tabulate temperature histogram with temperature bins no larger than 10 C Calculation of bench ageing time Time lapsed ageing of exhaust system on engine bench OICA 38

39 Bench ageing Diesel (1/2) Standard Road Cycle (SRC): Whole vehicle measurement Measurement of regeneration- / desulphurisation interval, duration, engine map points (load, rev., temp.) and loading of DPF. As an alternative intervals from Ki determination may be used. OICA 39

40 Bench ageing - Diesel (2/2) Standard Diesel Bench Cycle (SDBC) Measurement on engine bench Simulation of the SRC (equivalent operating points) on engine bench (usage of a stationary engine bench is possible) Rapid loading of DPF / NOx storage catalyst with modified engine settings. Equivalent number of regenerations and temperature during regeneration ( miles or km). Regeneration has to be performed with standard engine settings OICA 40

41 Bench ageing Draft Proposal Adoption of the existing bench ageing procedures for gasoline and diesel engines for WLTP. Use of additive or multiplicative deterioration factors. OICA 41

42 K i factors Comparison of K i Factor Determination: Conventional emission tests ECE-R83 - Empty filter - Full filter - Empty filter (after regeneration) mean value determination 3 USA (AAF) Regeneration test YES YES Calculation approach: Emissions of the regeneration are set in proportion to the standard emissions Emissions of the regeneration are broken down to one test cycle K i -Factor: Multiplicative value Additive value Remark: Conceptions using large limit value gap (low normal emissions) are unreasonably opposed by the multiplicative approach. no aged vehicle is needed Additive factor in both new and old condition. Emission level during regeneration is deterioration-stable! - Only one test point 4 test points aged vehicle is needed (30K miles) Proposal: Use of additive or multiplicative application. OICA 42

43 K i factors Determination of K i -Factor in the EU: OICA 43

44 K i factors Determination of K i -Factor in the USA: OICA 44

45 Ki factors Determination of K i -Factor in Japan: OICA 45

46 Landscape Of Powertrain Configurations Fuel cell Range Extender (Rex) Ra ange + Hybrid Electric Vehicle (HEV) Plugin Hybrid Electric Vehicle (PHEV) Battery Electric Vehicle (BEV) Zone of partially zero emissions Internal Combustion Engine Electric Engine Power of ICE Power of electric engine Diameter proportional to power OICA 46

47 Test Procedure For Battery Electric Vehicles Determination of the electric range No difference between the EU, US and Japanese regulation: Full charge of the battery and soak Repeated driving of cycles until end of test criteria is reached OICA 47 V.:

48 Test Procedure For Battery Electric Vehicles End of test criteria US: Vehicles with a maximum speed equal or greater than the maximum speed in the cycle: - violation of speed and time tolerances or the manufacturer determines to stop testing due to safety reasons Vehicles with a maximum speed less than the maximum speed in the cycle: - if the vehicle speed falls below 95% of the initially (first cycle) achieved maximum speed or the manufacturer determines to stop testing due to safety reasons EU: Vehicle is not able to meet the target curve up to 50 km/h (city cycle) or on board instrumentation indicates to stop the vehicle Japan: Vehicle is not able to meet the target curve for continuously more than 4 seconds or onboard instrumentation indicates to stop the vehicle Draft Proposal: Determination the electrical range for the parts of the test cycle and use of US citeria OICA 48 V.:

49 Test Procedure For Battery Electric Vehicles Calculation of the energy consumption No difference between the EU, US and Japanese regulation: Full charge of the battery after the test sequence Calculation of energy consumption in Wh/km or Wh/mi EnergyConsumption Total _ charg e _ energy ElectricRange = [Wh/mi] or Wh/km] OICA 49 V.:

50 Test Procedure For Hybrid Electric Vehicles US Japan EU Differences before emission test: -setting of SOC in US and Japan regulation -Number of preconditioning cycles (EU: min 2 NEDC; US and Japan 1 cycle) Setting of SOC before preconditioning in order to minimize preconditioning cycles. OICA 50 V.:

51 Test Procedure For Hybrid Electric Vehicles US: SOC criteria ±1% fuel energy used EU and Japan: SOC criteria EU ±1%, Japan ±2% fuel energy used If SOC criteria is not met, emission results are corrected: EU and Japanese regulation give the most flexibility for driving strategies and minimizes test burden in the emission labs. No other emissions than CO 2 should be corrected by the correction factor. OICA 51 V.:

52 PHEV Charge Depleting Test US A series of charge depleting UDDS followed by a 10 minute key-off hot soak period is performed until charge sustaining operation is achieved for two consecutive UDDS. OICA 52 V.:

53 PHEV Charge Depleting Test Japan A series of charge depleting JC08 is driven until charge sustaining operation is achieved for one JC08. In case of a transient cycle that does neither meet the SOC criteria for a charge depleting not for a charge sustaining mode, the transient cycle is divided in a depleting and sustaining part. OICA 53 V.:

54 PHEV Charge Depleting Test ECE De / D OVC Option 1: 1 x NEDC Following the preconditioning and battery charge to SOCmax one NEDC is performed. Option 2: n x NEDC Following the preconditioning and battery charge to SOCmax a number of repeat cycles is performed until battery minimum SOC is reached. OICA 54 V.:

55 PHEV Charge Depleting Test ECE Option 1 where just one test cycle is driven is the preferred route for PHEV concepts that are focused on a high electrification. In this case a series of electrical driven test cycles would give no useful additional information as the electric energy consumption will be the same in all cycles. ECE Option 2 is based on the same principle than the US and Japan regulation that requires to drive the whole charge depleting range, one test after the other, until charge sustaining operation is reached. This approach is the preferred route for PHEV concepts which continuously change between combustion traction and electric traction in order to choose the most efficient energy use for any driving condition. Draft Proposal: The ECE concept, consisting of two options to test the charge depleting mode, should be adopted as a WLTP approach. Depending on the PHEV concept used, this leaves the option to perform an short and effective test procedure for concepts that focus on a high pure electric range. OICA 55 V.:

56 PHEV Depleting Test, End of Test Criteria SOC tolerance US: Sustaining is defined by +/- 1% fuel energy used SOC tolerance Japan: Sustaining is defined by +/- 2% fuel energy used SOC tolerance ECE (Option 2): Sustaining is defined by < 3% discharge (nominal battery capacity) A definition of the SOC tolerance based on the mass of fuel consumed does not work for PHEV concepts focused on the electric drive performance. This concepts use a high electric storage capacity and a high electric drive performance combined with a small combustion engine used to extend the electric range. In this case the amount of consumed fuel translates into a very small SOC percentage tolerance. This means that it would be hard to meet the condition for the sustaining mode, several tests would have to be repeated just to reach the SOC criterion. Draft Proposal: The ECE definition (< 3% discharge) is to be preferred as it considers various concepts of electrification and sets the SOC tolerance in dependence from its battery nominal capacity. OICA 56 V.:

57 PHEV Charge Sustaining Test US Japan The US regulation requires the test consisting of 2 x FTP 72 on a SOC neutral basis which leads to significant restrictions in the development of the propulsion strategy. The Japanese Regulation is based on a SOC neutral Sustaining Test as well but allows a correction of emissions if the tolerance is not met. OICA 57 V.:

58 PHEV Charge Sustaining Test ECE Differing from the US / Japan Regulation, the ECE Regulation does not require to perform the Charge Sustaining Test on a SOC neutral basis. Battery SOC (SOC min) results out of the preconditioning procedure. The calculation of the electric energy consumption takes into account the various end SOC (e2) after performing one NEDC (e4 = e2 - e3). OICA 58 V.:

59 PHEV Charge Sustaining Test, SOC Tolerance US, Japan Regulation: The rationale for defining a SOC tolerance is to treat PHEVs and HEVs in the same way when tested in the charge sustaining operation mode. This works for PHEV concepts using a component design comparable to HEVs which are mainly driven by the combustion engine, but does not account for PHEV concepts using a high electric drive performance combined with a small combustion engine. For this concepts a SOC tolerance based on the amount of consumed fuel translates to a very low percentage SOC tolerance. Draft Proposal: Following the ECE test procedure there is no requirement to run the charge sustaining test on a SOC neutral basis. Both conditions increasing or decreasing the SOC over the test are reflected by the formula calculating the electric energy consumption (e4 = e2 - e3). This leaves Maximum flexibility to develop strategies for the propulsion Concept and accounts for the whole variation of PHEV concepts. OICA 59 V.:

60 PHEV Calculation Scheme All regulation concepts are based on a formula that weights the CO2 Emission and electric energy consumption of the two operation modes charge depleting and charge sustaining in dependence of the utility factor UF. The UF is a function of the charge depleting range. CO2 = UF x CO2 Charge Depleting + (1-UF) x CO2 Charge Sustaining UF Definition US: UF Definition Japan: UF Definition ECE: Definition Charge Depleting Range : US (norm_dist), Japan (R CD ) = Distance from CD mode to CS mode ECE, Depleting Test Option1 (De)= Pure Electric Range ECE, Depleting Test Option2 (D OVC )= Distance from CD mode to CS mode OICA 60 V.:

61 PHEV, Draft Proposal Utility Factor Example 25km R CD, weighting CO2 Sustaining: ECE: 50% Japan: 53% US: 66% The US and Japanese utility factor curves are based on actual usage data, the ECE formula is based on an average trip length of 25 km. OICA 61 V.:

62 PHEV, Draft Proposal Utility Factor Draft Proposal: the ECE - Ergänzen / Japan Folie UF curve E-MINI is to Fahrverhalten be preferred as it represents a driving behaviour focused on city driving - Begründung which is representative PHEV+BEV Fahrverhalten for PHEVs and ist anders HEVS as als shown bei by the MINI-E survey. The US utility factor curve, konventionellen other than fzg`en ECE auf and City Japan Betrieb was fokusiert. based on the current driving behaviour of conventional vehicles consisting of city urban and highway driving but does not take into consideration the special usage characteristic of PHEV concepts which are mainly attractive for customers with a high amount of city driving. Beside a discussion on actual usage data the ECE / Japan curve, especially in typical city ranges of 0-50 km, gives a stronger incentive to raise the electric range of PHEV concepts. This aspect should be taken into consideration as well when defining a UF curve. Country specific UF parameters should be avoided. OICA 62 V.:

63 PHEV, Draft Proposal Driver Selected Operation Modes SAE J1711 ECE Draft Proposal: Definition of two options. Option 1: Depleting test in the most electric mode, sustaining test in most fuel consuming mode. (acc. to ECE) Option 2: Depleting test in all modes, sustaining test in all modes, weighting of all modes. (acc. to SAE J1711) OICA 63 V.:

64 Certifying a REx As BEV Could an Advanced Technology Range Extender (AT-Rex) be an BEV? Requirements Technical description Serial powertrain concept only (internal combustion engine only for charging the battery) Restrictions Manual activation of combustion engine not possible (no switch for operation mode selection) OICA 64

65 Thank you for your attention! Further question or comments Dr. Werner Kummer AUDI AG phone: +49 (0) OICA 65